1979 Dodge MB400 cube van conversion

[Pntyrmvr]

Time for an update.

Here she sits now.

Getting ready for a 2007 5.7 Hemi engine swap. The factory 440 was fine for torque, but down on horsepower. And made way too much heat.

And got 7.5 mpg.

PCM being tweaked. I gave up on making a harness. Too much trouble finding the right setup in local wrecking yards. View attachment 3592

 

[Pntyrmvr]

Last photo is an 03 Hemi in a 1977 Dodge B200 van that Ron in Ontario built years ago.

 

[Pntyrmvr]

Next steps

Wiring harness ordered.

Remove transfer case and trans from sideways donor 2007 Aspen.

Unbolt Aspen body from frame.

Right Aspen.

Pull 5.7 from Aspen.

Pull 2wd trans from old 1991 van.

Swap output shafts from 1991 transmission to rebuilt A518 4WD trans I had rebuilt for another truck.

Test fire 5.7 and A518 with new harness.

Pull 440 from 1979 MB400.

I'll add to this as I go.

 

[Pntyrmvr]

50° here today and sunny which is abnormal for February.

Sat in a chair and unbolted the starter, transfer case, and transmission in 2.5 hours.

I like how this position of the donor presents itself.

 

[Pntyrmvr]

Flipped the body of the donor 2007 Aspen off the frame and put the frame into the garage.

Pulled the engine and returned frame outside.

Tested the Hotwire harness. MAP sensor plug too short, AC, and alternator plugs too long. Quick note to Chris Squier at Hotwire got me a same day build on an extension wire for the MAP circuit. Should ship today.

Ordered 3 extra feet of harness so fuse box, relays, and PCM can mount under dash below glovebox.

I will mount up transmission, starter, and fuel pump for a test start before I commit to pulling 440 from Cubicle.

 

[6cuda6]

Nice!! Keep at it!!

 

[Pntyrmvr]

Bolted the engine up to the transmission that came with it.

Original starter was dust. Bought used replacement.

Factory fuel pump worked after a few snacks.

Wired up to battery and got it running.

Pedal position sensor is not telling PCM anything but the engine runs on the standalone wiring harness so that's fine by me.

Onward!

 

[Pntyrmvr]

Newer pedal sensor installed and adjusted has the throttle blade moving in sync.

Put a 10 gallon Nissan Versa tank in behind factory tank with new TI pump in it.

Will use click clack pump to fill it from main tank. I'll add a separate filler pipe later.

This way I get no fuel starvation to an in tank pump and another 10 gallons on board.

Fuel sender uses same ohms as old Dodge so switch on dash sends signal to factory gauge and then hit transfer pump switch fill Nissan tank.

Regulator is a 58 psi unit with return to keep pump cool. It mounts next to 10 gallon Nissan tank.

 

[Pntyrmvr]

Finally got down to the nitty gritty.

440 out
5.7 oil filter hits passenger engine mount
cut mount and move back 2-1/4"
tacked brackets together

 

[Pntyrmvr]

Pulled the overdrive crossmember out of a 1992 B250 conversion van. Cut out the original one in the 1979 and welded in the 1992 piece. The new unit has a beefy steel inner bracket 19" wide hidden beneath the stamped outer sheet metal. It also is shorter allowing the overdrive transmission needed space.

Also modified the transmission bracket to shift the transmission and engine towards the passenger side 1-1/2". The coil packs on the driver's side need the room.

Pulled the motor and welded up the relocated factory passenger side engine mount pedestal. Finish welded the engine mount brackets I made. Added gussets to the brackets because that's how the $300 aftermarket pieces for a Dodge pickup look. Plus I like welding.

And a coat of semi gloss black. For that cool look.

Driveshaft is out. Needs to be 14" shorter! This 1979 had the A727 with the bolt in output yoke. Very short compared to the A518 with overdrive. I'd say 14" longer.

 

[Pntyrmvr]

Shortened front driveshaft 14" and modified hanger bearing mount to shift it 3/4" towards curb side.

Added 6" to curb side exhaust pipe to get catalytic converter away from transmission. Had to trim flared end of extension pipe to ensure a good seal. Modern manifold flanges are much more shallow than the old days. Wrapped the first bit of pipe as it passes within 3/4" of passenger floor.

Modern power steering pump meant for steering racks puts out too much pressure for old steering boxes. Shortened spring by 1/8" and cut pump fitting down so inverted flare adapter could use new 1979 style pressure hose.

 

[Pntyrmvr]

OEM hose loops but fits.

First hack at a custom transmission dipstick tube.

Cut down factory heat shield. Curb side fits as is. Also cut factory muffler heat shield down to size.

 

[Pntyrmvr]

No more hot right foot. Put new factory heat shields on the manifolds. 31% less revolutions at speed, better fuel efficiency, and both old and new shields should keep temperatures much lower in the cab.

 

[Pntyrmvr]

Fuel system with added 10 gallon tank all plumbed in. Vent tees into main 50 gal tank vent and is collected in charcoal cannister.

Rebuilt both alternators including analog driver for house battery system so 175Ah gets the right voltage through an adjustable regulator.

PCM will run engine alternator charging.

New AC clutch and bearing along with barb adapters to match original "dealer" air setup.

Measured up belt using ratchet strap. Kept original one as spare so 1 alternator can be bypassed if it fails.

 

[Pntyrmvr]

Modern starter needs some love to get it to sit flush against bellhousing face

 

[Pntyrmvr]

Swapped one idler for smaller one. Tensioner now right in middle of its range.

Put together relay box.

Relays to:

Provide power to overdrive and converter lockup plug on A518 OD transmission.

Hook second alternator up to house battery voltage regulator only when key is on. Prevent draining house battery.

Provide power to click clack pump that transfers fuel from 50 gallon main tank to 10 gallon secondary tank that contains fuel injection pump. This will be switched manually as needed. The fuel gauge has a switch to check levels in both tanks.

Air conditioning compressor power.

Build filler piece to mount 2400 cfm electric cooling fan on factory radiator shroud.

Flush fairly recent recored radiator and fill with ciric acid overnight to ensure it flows.

 

[Pntyrmvr]

Filled rad flushed with fresh water for a day with citric acid overnight. Shouldn't get any more crud out right? Hah.

Radiator inlet has to move to driver's side. Yup you can buy that. And adapters to get the old and new hoses to match up. Sadly I forgot the lower hose adapter so I had to make one.

The old radiator inlet is soldered shut with a sacrificial anode installed so I can easily see if the coolant is eating up the system.

The throttle pedal and cable is from a 2004 hemi pickup. It then goes to a position sensor in a box. The A518 needs a throttle signal so it's cable will go into that same box. I hacked the tip off the 2004 pedal and welded it onto the 1979 factory setup. Then I made up a box from steel strap to hold the cable. That box is then screwed to the firewall.

The open binding barrel is machined down a bit to become the pivot for the A518 cable.

 

[Pntyrmvr]

Extended accelerator pedal sensor box to add cable going to A518. Side shot of factory pedal meeting 2004 accelerator cable in box at firewall.

Rad hose adapters. Radiator hoses old meets new.

2100 cfm cooling fan shrouded to 1979 radiator shroud with sheet of steel.

Gauges will show oil and transmission pressure via 2 way switch. Same for transmission and engine coolant temperature. Vacuum used to tune transmission overdrive shifting.

 

[Pntyrmvr]

PCM, fuses, and relays will all hide under the passenger seat. Wiring loom will run left of wheel well in low spot that I'll level with top of wheel well to give passenger flat floor and protect loom.

Yup, push button start.

 

[Pntyrmvr]

Winner, winner, steak and potato dinner.